Tank transport heater



'L.P. HYNES ETAL 3,286,079

TANK TRANSPORT HEATER Nov. 15, 1966 5 Sheets-Sheet 1 Filed April 25,1964 V TORS' Z ZZM TTRN EY 5 IN L as R 6'60 Nov. 15, 1966 L. P. HYNESETAL 3,286,079

TANK TRANSPORT HEATER 7 Filed April 25, 1964 s Sheets-Sheet 2 Nov. 15,1966 L. P. HYNES ETAL 3,

TANK TRANSPORT HEATER Filed April 23, 1964 v 5 Sheets-Sheet 5 IVENTOR 8L .e /V was 'aar e A)? eazgJx I &

United States Patent 3,286,079 TANK TRANSPORT HEATER Lee P. Hynes,Haddonfield, and George L. Koester, Jr.,

Woodclilf Lake, N.J., assignors to Hynes Electric Heating Company,Kenilworth, N.J., a corporation of New Jersey Filed Apr. 23, 1964, Ser.No. 362,022 3 Claims. (Cl. 219--310) The present invention relates toelectric resistance heaters and particularly to heaters for tanktransports.

A purpose of the invention is to heat fluid within tank transports,including railroad tank cars and tank trucks, during transit andstorage.

A further purpose of the invention is to electrically heat fluid withintank transports selectively from self-contained generating'equipmentmounted on the tank transport or from public utility sources when thetransport is halted.

A further purpose is to constantly maintain fluid in tank transportswithin elevated temperature ranges during transit and storage to avoidthe need for prolonged reheating from a cold state at the unloadingterminal.

A further purpose is to support an electric heater in a manner withinthe tank transport whereby the heater is not damaged by severe jolts,humps, or shocks.

A further purpose is to support an electric heater within a tanktransport wherein the heater resistor is shielded from the fluidcontained within the tank transport.

A further purpose is to provide means for easy assembly and disassemblyof the electric heater within the tank transport without draining thetank.

A further purpose is to load a car with fluid at a maximum temperatureat its point of origin, to maintain the fluid at an elevated temperaturethroughout its transport and subsequent storage at its destination, andto unload the tank contents at the destination at an elevatedtemperature without reheating.

A further purpose is to insulate a tank transport to minimize heat lossenroute and during storage.

A further purpose is to support the resistors within the heater byinsulators suspended from a structural frame slidably supported within atubular enclosure and longitudinally supported from the tank head.

A further purpose is to support the structural frame from the tank headin a resilient manner.

A further purpose is to resiliently support the insulators from thestructural frame.

A further purpose is to resiliently support the resistors at a pluralityof spaced longitudinal locations to absorb longitudinal shock on theresistors.

A further purpose is to use a longitudinally resilient resistorincombination with resiliently supported insulators.

A further purpose is to use a plurality of spaced insulators tolongitudinally grip and support the resilient resistors.

A further purpose is to individually longitudinally support theinsulators from a frame.

Further purposes appear in the specification and in the claims.

In the drawings we have chosen to illustrate a few only of the numerousembodiments in which our invention may appear, selecting the forms shownfrom the standpoints of convenience in illustration, satisfactoryoperation and clear demonstration of the principles involved.

FIGURE 1 is an elevational view of a railroad tank car equipped with theheater of the invention.

FIGURE 2 is a plan sectional view with the upper half of the tank carremoved showing the heater tubes extending longitudinally within thecar.

FIGURE 3 is an enlarged fragmentary view of the heater tube and terminalsupport.

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FIGURE 4 is a fragmentary plan view of the insulator support frame ofthe invention.

FIGURE 5 is an axial section through the heater tube of the invention.

FIGURE 6 is a fragmentary axial section of the tank transport bottomshowing the tubes and tube support brackets.

FIGURE 7 is an enlarged fragmentary vertical section showing the heaterand heater shock absorber mounted in the end of a tank transport.

FIGURE 8 is a fragmentary vertical section of the end of the tanktransport showing a temperature sensing instrument well.

FIGURE 9 is a block diagram showing the electrical arrangement forcontrolling the heater within the tank.

FIGURE 10 is a view similar to FIGURE 7 showing an alternativeembodiment of the invention.

FIGURE 11 is a fragmentary longitudinal vertical section of anotheralternative embodiment of the invention, showing the heater outside thetank.

FIGURE 12 is an end elevation of the embodiment shown in FIGURE 11.

Describing in illustration but not in limitation and referring to thedrawings:

Extensive use of tank transports is made for transporting liquids andsolids which become liquid at elevated temperature. These transportsinclude railway tank cars and highway tank trucks. The fluids beingtransported are often highly viscous or even solid at reducedtemperature and require heating during the loading and unloadingoperation, particularly during cold weather but in some instances evenin comparatively warm weather. Such materials include heavy oils, fats,greases, waxes, pitch, asphalt and other chemical compounds. Solidswhich become fluid at elevated temperatures include chocolate, paraflinand sulphur. When the tank transports are loaded at the producingfactories or from large storage reservoirs, the material is readilypreheated as desired from stationary means which often are steam orelectric heaters located within the storage tanks. The conveying pipelines, pumps and the like used to move the fluid into the tanktransports are also suitably heated by stationary heaters. Subsequent tothe car loadings and during transport, the tank fluid contentsfrequently become chilled and hence highly viscous or solid so that intheir cold state they cannot be unloaded at their destination.

In prior art efforts to heat the fluid for unloading, cars were equippedwith internal or external steam coils or heaters adapted to be suppliedfrom a stationary steam generator located at the unloading point. Steamwas introduced into the steam coils but even under the most favorableconditions, it would take a relatively long period to Warm the contentsof the tank to a sufficiently high temperature. This required longperiod of heating is due to the relatively large volume of the tanktransport and to the fact that many materials have poor heat conductioncapacities which do not readily distribute the heat from the steamcoils. It is not unusual for the car to require heating for a period ofseveral days at its destination to get the lading into a sufficientlyfluid condition to achieve the unloading. This ties up the tanktransport from service and incurs heavy demurrage charges and causescongestion on sidings and freight terminals. Additionally, cars areoften unloaded at places where steam is not readily available, such asrural construction sites, road building and tunnel or bridge projects.In these instances, it is often necessary to obtain portable steamboilers and to hire an operator for the sole purpose of heating up thetank car. This problem of heating tank cars has been a serious economichandicap.

In the present invention, the car after loading at maximum temperatureat its point of origin, is kept at anelevated temperature duringtransport by an electric heater located within the tank energized by aself-contained power generator mounted on the car. After arrival at thecars destination and prior to unloading of the tank, the heatercontinues to operate from electrical energy supplied by the powergenerator on the car, or in the event public utility power is available,such source may optionally be used. Since the fluid contents of the tankare never allowed to become chilled, there is no need to reheat the tankcontents before unloading, so .that the sub sequent long delay inunloading at the point of destination is eliminated.

In the present invention, a heater is supported within a tank in aspecial manner so that the normal jolts, shocks and humps imparted to atank do not damage the heater. For instance, it is conventional inrailroad yards to selectively assemble the cars during a yard operationby a so-called humping of the cars. In this operation, the cars arepushed by a prime mover to the top of an inclined plane and thenindividually allowed to travel by gravity down the decline into selectedsidings from within a group of 'sidings, by remote control switches. Thecars are brought to rest by impact against either a fixed abutment orpreceding stalled cars and the jolt imparted to the car at this point isa substantial one. The heater of the present invention is able towithstand such jolts and shocks without damage since the heaterelements, including the resistors and insulators, are resilientlysupported from a frame which in turn is connected to an end of the tank.Optionally, a shock absorber which acts in either direction with respectto longitudinal movement of the car, is used to absorb impact from suchsevere car jolts.

Referring to the drawings, a self-contained power generator 20comprising suitably an internal combustion engine 21 and an electricgenerator 22 is suspended in suitable fashion by a framework 23 from theframe 24 of a tank transport 25 which in this case is shown as arailroad car but which may optionally be any form of tank transportincluding a truck tank transport. The power generator 20 may optionallybe located at any suitable position on the tank transport, including onthe top of the tank, and would desirably be weatherproofed.

The tank car 25 is loaded through conventional openings 26 with vents 27providing for air escape in loading. A suitable railing 28 surroundscover 26 and vent 27. The tank itself has a longitudinally extendingbody portion 30 and end faces 31 and 32. Well known railway trucks 33support wheels 34 riding on tracks 35. The tank is desirably thermallyinsulated by a suitable insulating jacket.

Extending longitudinally within the tank and supported therein,desirably near the bottom, are heater tubes 36 suitably two in numberwhich enter through end face 31. The tubes are slidably supported frombrackets 40 best seen in FIGURE 6 which comprise feet 41 suitably joinedto the cylindrical car wall 42 by for instance welding at 43. Thebrackets 40 have a web portion 46, which supports tubes 36. U-bolts 47surround the tubes 36 and pass through holes 48 in web 46. Nuts 49secure the U-bolts 47 to the bracket. The nuts 49 are adjusted tosecurely hold the tubes 36 to the bracket while allowing longitudinalmovement of the tubes due to thermal expansion and contraction. Thetubes 36 extend for any desired distance longitudinally of the car andas for in stance seen in FIGURE 2 can extend in close proximity toopposite end wall 32. Tubes 36 are closed at one end 50 as best seen inFIGURE 3 and sealed at the other end to a flange 51 at position 52 as bywelding, as best seen in FIGURE 7. The flange 51 is bolted to plate53'which is a flange on tube 54 welded at 55 to end face 31. Plate 53 iswelded to tube 54 at 54'. A suitable annular opening 56 in end face 31permits extension of tube 36 through the end wall. A gasket 57 extendsbetween flange 51 and plate 53 and provides a tight seal. Cap screws 58extend through holes in flange 51, gasket 57 and plate 53 and are heldby nuts 60..

between plates 51 and 96 to seal the joint.

An alternate method of mounting tube 36 in the tank is to weld orotherwise secure the tube 36 directly to the end face 31 at annularopening 56. In this case, plate 53, tube 54, gasket 57, and bolts 58along with nuts 60 are eliminated.

Extending within the tube 36 is a frame 65 as best seen in FIGURE 4which includes flat longitudinally extending side plates 66 and 67. Asupport piece 71 is secured to the plates 66 and 67 at an endmostposition as by welding at 72. A threaded rod 73 is anchored in plate 71through 76 by integral extension 74 welded at 75 as best seen in FIGURE7. As seen in FIGURES 5 to 7, plates 66 and 67 are spaced so they canextend within tube 36 in close proximity to the inside wall of the tube.Positioned between the plates 66 and 67 are a plurality of matchingtransversely extending insulators 77, 78 and 80 which supportlongitudinally extending resistors 81. The insulator 78 is substantiallyrectangular in form as seen in FIGURE 5 and of a thickness of suitableproportion as seen in FIGURE 7. Semi-cylindrical depressions 82 whichare of a size substantially that of the cross section of the resistors81 extend longitudinally through the insulators. Insulators 77 and 80which are of identical construction and have matching semi-cylindricaldepressions 83 which cooperate with depressions 82 to resiliently gripthe resistors 81. The resistors are suitably of a helically wound wireor ribbon of a cross sectional area which provides the desiredelectrical resistance to provide an adequate heat output for the heater.The resistors are of any well known prior art type and for instancecould be similar to that described in Hynes United States Patent2,963,539, issued December 6, 1960, and may be electrically connected toeach other in series or in parallel to provide a suitable electricalcircuit.

The insulators when joined in the manner described, and shown in FIGURES5, 6 and 7, are held to the frame plates 66 and 67 by strap 84 shown inFIGURE 5 which extends through a corresponding opening throughout thecenter of the insulators through openings in plates 66 and 67. The strap84 is bent at each end at 85 to retain the insulators within the frame65. The insulators are spaced longitudinally along the frame 65 atsuitable intetrvals to provide proper support and restraint to theresistors 81 both longitudinally of the tube and radially within thetube. This prevents sagging of the resistors 81 between insulatorswhereby the resistors would touch each other or the walls of the tube36. It will be seen that by this arrangement of insulators, the frame 65individually sup ports each series of insulators at a given longitudinallocation and no buildup or pileup of insulator weights is.

created clue to longitudinal shock or impact.

As seen in FIGURE 7, the resistors 81 have terminal connectionsconnecting to insulate-d leads 91 which pass through an opening 92 insupport plate 71. Insulators 77 and 80 have curved corners 93 whichclear the' inside wall of tube 36. The insulators are supportedlongitudinally within the tube by the frame 65 which in turn is securedto threaded rod 73. Threaded rod 73 extends through circular opening 95in buffer plate 96 which is suitably a disc-like structure havingangularly spaced holes 97 that receive cap screws 98 threaded intotapped holes 100 in flange 51. Gasket 57 is positioned A compressedhelically wound compression spring 101 surrounds the threaded rod 73 andabuts at one end against support plate 71 and at the other end againstbuffer plate 96. A second helically wound compression spring 102surrounds threaded rod 73 on the side of buffer plate 96 opposite thatof spring 101 and a lock nut 103 threadily engages rod 73. By means ofthe lock nut, the desired precompression can be imparted to both springsto absorb subsequent impacts from the frame 65. A washer 104 extendsalong the nut 103 and acts as a compression surface against one end ofhelically wound spring 102. Spring 102 bears at the end opposite washer104 against buffer plate 96. Leads 91 extend through opening 105 inbuffer plate 96 and on out through bushing 105' in terminal housing 106which is suitably secured as by welding at 107 to buffer plate 96. Athreaded cover 108 engages threads 110 on the terminal housing 106 whichis suitably circular in cross section.

In an alternative embodiment of the invention as seen in FIGURE 10, thecompression springs 101 and 102 are eliminated, and the threaded rod 73'is rigidly secured to plate 96 by lock nut 102', and plates 66 and 67abut against plate 96. This form'may be used where the resiliency of theheater construction itself is sufficient to absorb shocks.

In some instances, it may be desirable to install the heater tubesoutside the tank wall rather than within the tank, as shown in FIGURESl1 and 12. A support plate 125 is welded or otherwise secured to thetank and the tubes 36 are supported therefrom in a similar manner tothat shown in the embodiments of FIGURE 7 or 10. Sup-port plate 125corresponds to plate 53 in FIGURE 7. The heater itself is identical tothat described above. A protective shield 126 surrounds the tubes 36 andserves to structually protect the tubes and additionally to confine theheat adjacent to the tank wall 42. Shield 126 is desirably thermallyinsulated to prevent heat loss. Longitudinally spaced brackets 127support the tubes from the tank in a manner similar to that of brackets40.

A temperature sensing tube well 112 as seen in FIG- URE 8 of anyconventional type extends through end wall 31 of tank 30 and is securedthereto as at 113 by a Weld or the like. A temperature sensing device115 extends within well 112 and electrical leads 114 are connectedthereto.

Referring now to the schematic wiring diagram of FIGURE 9, heater 36 isconnected through leads 91 through switch gear 120, plug 121 andreceptacle 122 to generator 22 which in turn is driven by direct coupledinternal combustion engine 21. Receptacle 123 serves as an auxiliarysource of power from a public utility. Plug 121 is manually selectivelyconnected to electrical generator receptacle 122 or public utilityreceptacle 123 depending on which source of power is desired.

Switch gear 120 is connected through leads 114 to temperature sensinginstrument 115. The temperature sensing instrument 115 extending withinwell 112 will signal the temperature of the contents of tanks 30electrically through leads 114 to switch gear 120.

Conventional prior art devices are used to achieve the switchingfunctions as well as the signal functions.

Considering the operation of the heater, temperature sensing device 115within well 112 senses the temperature of the fluid within tank 30 inthe well known prior art manner and electrically signals suchtemperature through leads 114 to switch gear 120. Switch gear 120 willinterrupt the current, from either the public utility receptacle 123, orthe electrical generator receptacle 122, when the temperature of thetank contents is above a normally set maximum. Additionally, at maximumtemperature, switch gear 120 will signal internal combustion engine 21through leads 124 to reduce engine speed to idle.

When the temperature of the tank contents drops to an intermediatepreset temperature, the sensing device 115 signals switch gear 120through leads 114. Switch gear 120 closes the circuit to heater 36 fromthe power source. In addition, switch gear 120 will signal internalcombustion engine 21 to increase engine speed in the event that it isbeing used to supply power. Increase in engine speed of engine 21increases electrical output of generator 22 to heater 36.

In the event the temperature of the tank contents continues to fall to athird preset temperature, the temperature sensing device signals switchgear 120, which in turn signals engine 21, when being used, to furtherincrease engine and power output. The engine speed will continue to beregulated in like manner depending on the temperature of the tankcontents.

In the event that public utility power is being used, heater 36 will beselectively energized by the action of switch gear on signal fromtemperature sensing device 115.

The engine 21 and generator 22 may be chosen to produce any desired fullload. A typical installation may have an engine operating at an idlingspeed of 1200 rpm. with no connected load, an intermediate speed of 1800rpm. with 10 kw. connected load, and a full load speed of 2400 r.p.m.with 20 kw. connected load.

In view of our invention and disclosure, variations and modifications tomeet individual whim or particular need will doubtless become evident toothers skilled in the art, to obtain all or part of the benefits of ourinvention without copying the structure shown, and we, therefore, claimall such insofar as they fall within the reasonable spirit and scope ofour claims.

Having thus described our invention what we claim as new and desire tosecure by Letters Patent is:

1. A heater in combination with a tank transport having a generallycylindrical longitudinally extending tank with a cylindrical wall andopposing end faces, wherein the heater comprises a tube extendinglongitudinally of the tank adjacent the tank wall and in heat exchangerelationship to the tank contents, a seal between the tank and the tube,a heating element extending longitudinally within the tube and supportedtherein, said heating element including a resistor, insulatorssurrounding and supporting said resistor, a longitudinally extendingheater frame within the tube and supporting the insulators, fasteningmeans extending through the heater frame for securing said insulators tosaid frame, and resilient support means including a fixed plate on thetank end face, a fixed member on the frame, and a shock absorberconnected to and extending between the fixed plate on the tank and thefixed member on the frame, whereby longitudinal impact loads imparted tothe heating element are resiliently absorbed by the shock absorber.

2. A heater of claim 1, wherein the shock absorber comprises opposedhelically wound compression springs, a shaft extending through saidcompression springs and attached to the face member on the heater frame,and adjustment means for adjusting the compression of the helicallyWound compression springs.

3. A heater of claim 1, in combination with electrical means forselectively energizing said heating element comprising generating meansmounted on the tank, and temperature sensing means within the tank forcontrolling the generator means.

References Cited by the Examiner UNITED STATES PATENTS 1,274,504 8/1918Bowen 162 1,849,175 3/1932 Clark et a1. 219-321 1,914,585 6/1933 Smithet a1. l65l62 2,087,776 7/1937 Morley 219-488 2,536,747 1/1951 Hynes2193 15 3,004,130 10/1961 Miller 219386 RICHARD M. WOOD, PrimaryExaminer. ANTHONY BARTIS, Examiner. C. L. ALBRITTON, Assistant Examiner.

1. A HEATER IN COMBINATION WITH A TANK TRANSPORT HAVING A GENERALLYCYLINDRICAL LONGITUDINALLY EXTENDING TANK WITH A CYLINDRICAL WALL ANDOPPOSING END FACES, WHEREIN THE HEATER COMPRISING A TUBE EXTENDINGLONGITUDINALLY OF THE TANK ADJACENT THE TANK WALL AND IN HEAT EXCHANGERELATIONSHIP TO THE TANK CONTENTS, A SEAL BETWEEN THE TANK AND THE TUBE,A HEATING ELEMENT EXTENDING LONGITUDINALLY WITHIN THE TUBE AND SUPPORTEDTHEREIN, SAID HEATING ELEMENT INCLUDING A RESISTOR, INSULATORSSURROUNDING AND SUPPORTING SAID RESISTOR, A LONGITUDINALLY EXTENDINGHEATING FRAME WITHIN THE TUBE AND SUPPORTING THE INSULATORS, FASTENINGMEANS EXTENDING THROUGH THE HEATER FRAME FOR SECURING SAID INSULATORS TOSAID FRAME, AND RESILIENT SUPPORT MEANS INCLUDING A FIXED PLATE ON THETANK END FACE, A FIXED MEMBER ON THE FRAME, AND A SHOCK ABSORBERCONNECTED TO AND EXTENDING BETWEEN THE FIXED PLATE ON THE TANK AND THEFIXED MEMBER ON THE FRAME, WHEREBY LONGITUDINAL IMPACT LOADS IMPARTED TOTHE HEATING ELEMENT ARE RESILIENTLY ABSORBED BY THE SHOCK ABSORBER.